Collision deflector assembly

ABSTRACT

A vehicle frame is provided having a frame. The frame includes a main rail and a lateral rail. A bracket is operably coupled to the main rail. The vehicle frame assembly also includes a wedged shape deflecting member. The wedged shape deflecting member has a first end which is operably coupled to the bracket and a second end which is operable between a standard use position and a collision event position. The standard use position is where the second end is spaced a predetermined distance from the main rail. The collision event position is when the second end is in abutting contact with the main rail. During a collision event, the second end moves from the standard use position to the collision event position such that the deflecting member absorbs and deflects energy imparted on the frame.

FIELD OF THE INVENTION

The present invention generally relates to a vehicle frame assembly, andmore particularly to a vehicle frame having a deflector for lateralvehicle deflection during a frontal collision event.

BACKGROUND OF THE INVENTION

Vehicles that include improved yet light weight collision technologyincrease value and safety to the consumer.

SUMMARY OF THE INVENTION

According to one aspect of the present invention, a vehicle frameassembly includes a frame with a main rail and a lateral rail. A bracketis operably coupled to the main rail. The vehicle frame assembly alsoincludes a wedged shape deflecting member. The wedged shape deflectingmember has a first end which is operably coupled to the bracket and asecond end which is operable between a standard use position and acollision event position. In the standard use position, the second endis spaced a predetermined distance from the main rail. In the collisionevent position, the second end is in abutting contact with the mainrail. During a collision event, the second end moves from the standarduse position to the collision event position such that the deflectingmember absorbs and deflects energy imparted on the frame.

According to another aspect of the present invention, a vehicle frameassembly includes a frame having a main rail. A bracket is operablycoupled to the main rail. The vehicle frame assembly also includes awedge-shaped deflecting member which has a first end operably coupled tothe bracket and a second end. The second end is operable between astandard use position where the second end is spaced a predetermineddistance from the main rail, and a collision event position wherein thesecond end is in abutting contact with the main rail.

Yet another aspect of the present invention includes a frame assemblyfor a vehicle which includes a frame. A bracket is operably coupled tothe frame and is proximate a front bumper of the vehicle. An angulardeflecting member is also provided and includes a first end which isoperably coupled to the bracket. The angular deflecting member alsoincludes an interior side spaced a predetermined distance from the framein normal use and configured to abut the frame during a collision event.A forward side of the angular deflecting member is configured to receiveenergy from the front bumper during a collision event.

These and other aspects, objects, and features of the present inventionwill be understood and appreciated by those skilled in the art uponstudying the following specification, claims, and appended drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings:

FIG. 1 is a front perspective view of a vehicle according to oneembodiment of the present invention;

FIG. 2 is a partial bottom plan view of a frame of the vehicle having adeflecting member according to one embodiment of the present invention;

FIG. 3A is an enlarged partial bottom plan view of the deflecting memberand frame of FIG. 2;

FIG. 3B is a bottom perspective view of one embodiment of the deflectingmember according to one embodiment of the present invention;

FIG. 3C is a bottom perspective view of one embodiment of the deflectingmember according to one embodiment of the present invention;

FIG. 3D is a bottom perspective view of one embodiment of the deflectingmember of FIG. 3B removed from the frame;

FIG. 4A is a partial bottom plan view of the deflecting member in afirst position in the frame;

FIG. 4B is a partial bottom plan view of the deflecting member in asecond position;

FIG. 5A is a bottom perspective view of another embodiment of adeflecting member of the present invention;

FIG. 5B is a partial bottom plan view of the deflecting member of FIG.5A in a first position on the frame; and

FIG. 5C is a partial bottom plan view of the deflecting member of FIG.5A in a second position on the frame.

DETAILED DESCRIPTION OF THE EMBODIMENTS

For purposes of description herein, the terms “upper,” “lower,” “right,”“left,” “rear,” “front,” “vertical,” “horizontal,” and derivativesthereof shall relate to the invention as oriented in FIG. 1. However, itis to be understood that the invention may assume various alternativeorientations, except where expressly specified to the contrary. It isalso to be understood that the specific devices and processesillustrated in the attached drawings, and described in the followingspecification are simply exemplary embodiments of the inventive conceptsdefined in the appended claims. Hence, specific dimensions and otherphysical characteristics relating to the embodiments disclosed hereinare not to be considered as limiting, unless the claims expressly stateotherwise.

Referring to the embodiments shown in FIGS. 1-3D, the reference numeral10 generally designates a vehicle having a vehicle frame assembly 12.The vehicle frame assembly 12 includes a frame 14 having a main rail 16and a lateral rail 18. A bracket 20 is operably coupled to the main rail16. A wedge-shaped deflecting member 22 includes a first end 24 which isoperably coupled to the bracket 20 and a second end 26 which is operablebetween a standard use position 28 and a collision event position 30(see FIGS. 4B and 5C). In the standard use position 28, the second end26 is spaced a predetermined distance from the main rail 16. In thecollision event position 30, the second end 26 is in abutting contactwith the main rail 16. During a collision event, the second end 26 movesfrom the standard use position 28 to the collision event position 30such that the deflecting member 22 absorbs and deflects energy impartedon the frame 14.

Referring again to FIG. 1, the vehicle 10 includes a vehicle body 31,multiple wheels 32, a bumper 33, a front end 34, and a rear end 35. Thevehicle 10 may be of any type including a compact vehicle, a mid-sizevehicle, a sport utility vehicle, a mini or full size van, or any typeof truck. As illustrated in FIG. 2, the vehicle 10 is supported on theframe 14. The frame 14 is generally defined by the main rail 16, thelateral rail 18, and a plurality of secondary rails configured tosupport the vehicle body 31. The main rail 16 extends from the bumper 33to the rear end 35 of the vehicle 10. In the illustrated embodiment, themain rail 16 has a square cross-section and is comprised of a strongsteel material in order to support the weight of the vehicle 10.However, the main rail 16 may also have a variety of otherconfigurations. The main rail 16 may also include a plurality of boltholes 37 in order to attach a radiator, supporting brackets, or otherelements to the main rail 16. The main rail 16 includes a top surface38A, bottom surface 38B, first side surface 39A, and a second sidesurface 39B.

Referring again to the embodiment illustrated in FIG. 2, bumps 40 may bedisposed on the first side surface 39A or the second side surface 39B ofthe main rail 16 and are configured to allow the main rail 16 to fold inaccordion-like style during the frontal collision event. It is alsocontemplated that the main rail 16 may not include bumps 40 or mayinclude non-rounded bumps such as square or triangular shaped bumps. Thelateral rail 18 is disposed perpendicular to the main rail 16 and isalso configured to support the vehicle body 31. The lateral rail 18extends the entire width of the vehicle 10 and abuts a distal edge 42 ofthe bumper 33. The lateral rail 18 may also include any of the featuresas described above with respect to the main rail 16 including the squarecross-section, composition of steel, bolt holes 37, bumps 40, etc.Moreover, the main rail 16 and the lateral rail 18 may have anycross-section configured or designed to support the vehicle body 31including but not limited to a plus-shaped cross-section, triangularcross-section, a circular cross-section, and a trapezoidalcross-section. Additionally, the main rail 16 and the lateral rail 18may be comprised of any material capable of providing support to thevehicle body 31 including but not limited to stainless steel, brushedsteel, or a strong plastic polymer material.

As shown in the embodiment of FIG. 2, the bumper 33 is a dual layeredbumper 33 having an outer layer 50 which is configured to be externallyexposed and an inner layer 52 which provides a buffer between the outerlayer 50 and the vehicle frame 14. The bumper 33 is generally comprisedof a sturdy polymeric material. The inner layer 52 of the bumper 33 mayalso include one or more indents 54 in order to more closely receiveportions of the frame 14 such as the main rail 16 or the lateral rail18. The bumper 33 is configured to deform during the collision event inorder to absorb some of the force from the collision event. The bumper33 may also be comprised of a steel material or any other material asused by one of ordinary skill in the art. Moreover, the outer layer 50of the bumper 33 has a material and color such that the outer layer 50of the bumper 33 coordinates or blends in with the vehicle body 31.Additionally, a portion of the inner layer 52 of the bumper 33 may be inabutting contact with the first end 24 of the deflecting member 22.

Referring now to the embodiment shown in FIG. 2-3B, the connectingbracket or bracket 20 is disposed between the inner layer 52 of thebumper 33 and the main rail 16. The bracket 20 is operably coupled tothe main rail 16. The bracket 20 is configured to support the main rail16 and connect the bumper 33 to the main rail 16. The bracket 20includes curved edges 60 and a receiving aperture 62 configured toclosely receive the main rail 16. The bracket 20 is in abutting contactwith and also operably coupled, generally using bolts, to the deflectingmember 22. The bracket 20 may also include additional apertures 64 inorder to lower the weight of the bracket 20 while still providingsufficient strength. The bracket 20 is typically comprised of a strongsteel material in order to provide a secure connection between thebumper 33 and the main rail 16.

Referring now to the embodiments shown in FIGS. 2-3D, the deflectingmember 22 is operably coupled to the bracket 20. The deflecting member22 has a generally wedge-shaped construction. The deflecting member 22also includes the first end 24 and the second end 26, with the secondend 26 being the larger end of the wedge-shaped deflecting member 22.The deflecting member 22 may be comprised of a hollow steel shell. Thesteel shell may be reinforced with a thin foam layer or the deflectingmember 22 may include only steel, a foam filled steel shell, or asimilar alternative that provides a strong, yet light weight structure.The first end 24 of the deflecting member 22 is operably coupled to thebracket 20. At the same time, the bracket 20 is operably coupled to themain rail 16. The first end 24 of the deflecting member 22 may beconnected to the bracket 20 by any mechanical fastening device such asbolts, screws, or other fasteners.

Referring now to the embodiment shown in FIGS. 3A-3C, the first end 24of the deflecting member 22 also includes a connecting flange 80 whichextends between the bracket 20 and the main rail 16. The connectingflange 80 is configured to provide additional attachment support for thefirst end 24 of the deflecting member 22. The connecting flange 80 has afirst section 82, a second portion 84, and a third portion 86. The firstsection 82 is generally flat and rectangular in shape and is operablycoupled to the first end 24 of the deflecting member 22. When thedeflecting member 22 is in the standard use position 28, the firstsection 82 of the connecting flange 80 is spaced a predetermineddistance away from the main rail 16 and defines a flange space 94. Thefirst section 82 of the connecting flange 80 is disposed at an anglesuch that the first section 82 of the connecting flange 80 is connectedto, and disposed between the first end 24 of the deflecting member 22and the second portion 84 of the connecting flange 80. When thedeflecting member 22 is in the collision event position 30 (see FIGS. 4Band 5C), the first section 82 of the connecting flange 80 is stilldisposed between the first end 24 of the deflecting member 22 and thesecond portion 84 of the connecting flange 80, however, the firstsection 82 of the connecting flange 80 is flat and in abutting contactwith the main rail 16.

Referring again to the embodiment shown in FIG. 3B, the second portion84 of the connecting flange 80 is operably coupled with and disposedbetween the first section 82 of the connecting flange 80 and the thirdportion 86 of the connecting flange 80 and is generally rectangular inshape. The second portion 84 of the connecting flange 80 extends atleast until a distal end 96 of the main rail 16 and is in abuttingcontact with the main rail 16. The first section 82 and the secondportion 84 of the connecting flange 80 are in abutting contact with thebracket 20 in order to provide additional support to the deflectingmember 22. The third portion 86 of the connecting flange 80 is operablycoupled to and perpendicular with the second portion 84 of theconnecting flange 80. The third portion 86 of the connecting flange 80generally extends at least a portion of a height 98 (as shown in FIG.3C) of the main rail 16 in order to provide attachment support for thedeflecting member 22. The third portion 86 of the connecting flange 80may also be in abutting contact with the inner layer 52 of the bumper33. Again, the third portion 86 of the connecting flange 80 is flat andgenerally rectangular in shape.

As illustrated in FIGS. 3A-3C, the second end 26 of the deflectingmember 22 is disposed adjacent to the lateral rail 18. The deflectingmember 22 is configured to be in a first or standard use position 28where the second end 26 of the deflecting member 22 is disposed awayfrom the main rail 16 and in a second or collision event position 30(see FIGS. 4B and 5C) when the second end 26 of the deflecting member 22is in abutting contact with the main rail 16. When the deflecting member22 is in the standard use position 28, as shown in FIGS. 2 and 3A-3C,the second end 26 of the deflecting member 22 is spaced thepredetermined distance away from the main rail 16. Since the first end24 of the deflecting member 22 is fixed to the main rail 16, in thestandard use position 30, a triangular-like shaped space 100 is definedbetween the main rail 16 and the deflecting member 22. When thedeflecting member 22 is in the collision event position 30 a side wallportion 102 which connects the first end 24 and the second end 26 isgenerally parallel with and in abutting contact with the main rail 16.

As shown in FIG. 3D, the deflecting member 22 has a length 120, a width122, and a thickness 124. The length 120 of the deflecting member 22 isgenerally from about 7 inches to about 12 inches, and usuallyapproximately 9 inches. The thickness 124 of the deflecting member 22 isgenerally from about 0.5 mm to about 3 mm, and usually approximately 1mm. The widest part, located on the second end 26, of the deflectingmember 22 generally has a width of 8 inches to 16 inches, and usuallyapproximately 12 inches. These dimensions allow the deflecting member 22to be disposed between the main rail 16, the lateral rail 18, and theinner layer 52 of the bumper 33 without causing interference to anyother portion of the vehicle 10. Moreover, these dimensions and rangesmay be larger or smaller based upon the type of vehicle 10 employing thedeflecting member 22. Additionally, when the deflecting member 22 iscomprised of foam, the foam has a structural yield of approximately 200to 300 MPa, and usually a structural foam yield of approximately 256MPa. When the deflecting member 22 is comprised of a strong steel shellreinforced with the foam layer, the weight of the steel shell and thefoam structure is approximately 5 pounds to 6 pounds, usuallyapproximately 5.5 pounds.

In operation, and as shown in FIGS. 4A and 4B, the deflecting member 22begins in the standard use position 28 as the vehicle 10 is traveling ina generally forward direction. When the vehicle 10 has a frontalcollision event with a rigid barrier 128, such as the small off-setrigid barrier which maybe, for example, a telephone pole, the bumper 33is deformed, as shown in FIG. 4B, causing the deflecting member 22 to bepushed into the collision event position 30. The deflecting member 22moves independently from the main rail 16. The deflecting member 22 isconfigured to deflect the vehicle 10 laterally upon impact with therigid barrier 128. The deflecting member 22 also provides a uniform loaddistribution of the force from the frontal collision event to the mainrail 16 which allows less deformation of the main rail 16 which resultsin less intrusion and deformation of the vehicle 10 during the frontalcollision event. The deflecting member 22 is also configured to absorbenergy from the frontal collision event resulting in less deformationand intrusion.

Referring now to the embodiment shown in FIGS. 5A-5C, the vehicle 10 mayinclude many of the same features as described above including the mainrail 16, the lateral rail 18, the bumper 33, the deflecting member 22,and the connecting bracket 20. However, the deflecting member 22 mayalso include an outer portion 130 extending around a perimeter 131 ofthe deflecting member 22, and an inner portion 132. The outer portion130 being similar to the embodiment shown in FIGS. 2-4B where thedeflecting member 22 is comprised of a steel shell having foamreinforcement or filling. However, in the embodiment illustrated inFIGS. 5A-5C, the inner portion 132 of the deflecting member 22 includesa plurality of ribs 134. In the illustrated embodiment, the ribs 134 arecomprised of a plastic polymer. However, the ribs 134 may also be madeof steel, foam, or other strong structural materials. The ribs 134extend vertically and horizontally across the inner portion 132 of thedeflecting member 22 forming a grid 136. The ribs 134 provide thedeflecting member 22 with the desired stiffness while giving thedeflecting member 22 a light weight structure.

Referring again to the embodiment shown in FIGS. 5A-5C, the deflectingmember 22 may include many of the same features as described above withrespect to the embodiments shown in FIGS. 3A-3D, including the width122, length 120, and thickness 124 of the deflecting member 22. The ribs134 of the deflecting member 22 generally have a plastic yield ofapproximately 65 to 80 MPa, and usually 73 MPa. The structural yield ofthe foam is approximately 200 to 300 MPa, and usually 256 MPa.Additionally, the weight of the deflecting member 22 is approximately 5to 6 pounds and usually approximately 5.3 pounds. The ribs 134 areapproximately 1 to 3 mm thick with the ribs 134 usually beingapproximately 2 mm thick. The plastic yield of the ribs 134 isapproximately 60 to 80 MPa, and usually 73 MPa.

With reference again to the embodiment shown in FIGS. 5A-5C, theembodiments shown in FIGS. 5A-5C operate similar to the embodiment shownin FIGS. 4A-4B. Specifically, the second end 26 of the deflecting member22 begins disposed a predetermined distance away from the main rail 16while the vehicle 10 is in forward motion (see FIG. 5B). Upon thefrontal collision event with the small offset barrier 128 such as atelephone pole, as shown in FIG. 5B, the bumper 33 deforms and moves thedeflecting member 22 into the collision event position 30 where thesecond end 26 of the deflecting member 22 is in abutting contact withthe main rail 16. Again, the deflecting member 22 absorbs and deflectsenergy from the frontal collision event imparted on the frame 14. Thedeflecting member 22 also acts as a ramp and deflects the vehicle 10laterally during the collision event with the small offset barrier 128to lessen vehicle intrusion by the small offset barrier 128.

Yet another aspect of the present invention is to address injuriesresulting from real world crashes involving vehicles 10 into smalloff-set barriers 128 such as telephone poles. Tests of current vehiclestructures revealed the need for improvement in order to adequatelyaddress small off-set impact situations. The present invention featuresa wedge shaped deflecting member 22 which acts as a ramp for deflectingthe vehicle 10 laterally upon impact with the small off-set rigidbarrier 128. The deflecting member 22 provides a uniform loaddistribution from the barrier 128 to the main rail 16 which allows lesslocal rail deformation. The deflecting member 22 also provides vehiclelateral push which moves the vehicle 10 and the vehicle passenger awayfrom the small off-set rigid barrier 128 and decreases intrusion intothe vehicle 10.

It is to be understood that variations and modifications can be made onthe aforementioned structure without departing from the concepts of thepresent invention, and further it is to be understood that such conceptsare intended to be covered by the following claims unless these claimsby their language expressly state otherwise.

It will be understood by one having ordinary skill in the art thatconstruction of the described invention and other components is notlimited to any specific material. Other exemplary embodiments of theinvention disclosed herein may be formed from a wide variety ofmaterials, unless described otherwise herein.

For purposes of this disclosure, the term “coupled” (in all of itsforms, couple, coupling, coupled, etc.) generally means the joining oftwo components (electrical or mechanical) directly or indirectly to oneanother. Such joining may be stationary in nature or movable in nature.Such joining may be achieved with the two components (electrical ormechanical) and any additional intermediate members being integrallyformed as a single unitary body with one another or with the twocomponents. Such joining may be permanent in nature or may be removableor releasable in nature unless otherwise stated.

It is also important to note that the construction and arrangement ofthe elements of the invention as shown in the exemplary embodiments isillustrative only. Although only a few embodiments of the presentinnovations have been described in detail in this disclosure, thoseskilled in the art who receive this disclosure will readily appreciatethat many modifications are possible (e.g., variations in sizes,dimensions, structures, shapes and proportions of the various elements,values of parameters, mounting arrangements, use of materials, colors,orientations, etc.) without materially departing from the novelteachings and advantages of the subject matter recited. For example,elements shown as integrally formed, the operation of the interfaces maybe reversed or otherwise varied, the length or width of the structuresand/or members or connector or other elements of the system may bevaried, the nature or number of adjustment positions provided betweenthe elements may be varied. It should be noted that the elements and/orassemblies of the system may be constructed from any of a wide varietyof materials that provide sufficient strength or durability, in any of awide variety of colors, textures, and combinations. Accordingly, allsuch modifications are intended to be included within the scope of thepresent innovations. Other substitutions, modifications, changes, andomissions may be made in the design, operating conditions, andarrangement of the desired and other exemplary embodiments withoutdeparting from the spirit of the present innovations.

It will be understood that any described processes or steps withindescribed processes may be combined with other disclosed processes orsteps to form structures within the scope of the present invention. Theexemplary structures and processes disclosed herein are for illustrativepurposes and are not to be construed as limiting.

It is also to be understood that variations and modifications can bemade on the aforementioned structures and methods without departing fromthe concepts of the present invention, and further it is to beunderstood that such concepts are intended to be covered by thefollowing claims unless these claims by their language expressly stateotherwise.

What is claimed is:
 1. A vehicle frame assembly comprising: a framehaving a main rail; a bracket operably coupled to the main rail; and awedge-shaped deflecting member including: a first end operably coupledto the bracket; and a second end operable between a standard useposition wherein the second end is spaced a predetermined distance fromthe main rail, and a collision event position wherein the second end isin abutting contact with the main rail.
 2. The vehicle frame assembly ofclaim 1, further comprising a front bumper and a lateral rail, whereinthe deflecting member is disposed between the front bumper, the lateralrail, and the main rail.
 3. The vehicle frame assembly of claim 1,wherein the deflecting member further comprises a connecting flangedisposed on the first end of the deflecting member and operably coupledto the main rail.
 4. The vehicle frame assembly of claim 1, wherein thedeflecting member moves from the standard use position to the collisionevent position independently of the main rail.
 5. The vehicle frameassembly of claim 1, wherein the deflecting member has a structuralyield of between a range of approximately 200 MPa to 300 MPa.
 6. Thevehicle frame assembly of claim 1, further comprising: protuberances inthe form of enlarged bumps extending between the deflecting member andthe main rail.
 7. The vehicle frame assembly of claim 3, wherein theconnecting flange is spaced a predetermined distance from the main railand defines a flange space between the connecting flange and the mainrail.
 8. The vehicle frame assembly of claim 3, wherein the connectingflange includes a first section that is generally flat and in abuttingcontact with the main rail.
 9. The vehicle frame assembly of claim 1,wherein a triangular-like shaped space is defined between the main railand the deflating member.
 10. The vehicle frame assembly of claim 1,wherein the deflecting member includes a steel shell reinforced with aninner foam layer.